Railway-traffic-controlling apparatus



7564 ATTORNEY.

L. V-. LEWIS.' RAILWAY TRAFFIC cornRoLLlN APPARATUS.

APPLICATION FILED FEB. l5. |918.

Patented Nov. 29, 19271.

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LLOYD V. LEWS, 0F EBGEWOQD BOROUGH, PENNSYLVANIA, ASSGNR T0 UNION SWITCH @c SIGNAL CO1VIPANYOF SNSSVALE, PENNSYLVANA, A CORPORTION OF PENNSYLVANIA.

RAILWAY-TRAFFICCONTROLLING- APPARATUS. Y i

Specification of LettersPatent.

Patented Nov. 29, 1921.

Original application filed March 12,1915, Serial No. 13,853. Renewed as Serial No.' 270,749, filed .Tan-

uary 11, 1919. No. 217,300.

'of which the following is a specification.

My invention relates to railway trafc controlling apparatus, and particularly to apparatus for controlling the speed of railway cars or trains.

The present application is a division of my co-pending application filed March 12, 1915, Serial No. 13853, for speed controlling apparatus for railway vehicles.

will describe one form of traflic co trolling apparatus embodying my invention, and will then point out the novel features thereof in claims.

ln the accompanyingdrawings, Figure l is a diagrammatic view showing one form of trackway apparatus embodying my invention. F ig. 2 is a diagrammatic view showing a train of `two vehicles equipped with one form of apparatus adapted to co`- operate with the trackway apparatus shown in Fig. l.

Similar reference characters refer to siu ilar parts in each of the two views.

Referring first to F ig. l, the reference characters l, 1 designate the track rails'of a railway over which trailic moves in vthe direction indicated by the arrow, one of which rails is divided by insulated joints 2 to form blocks E, F and G. The same rail is further divided by a joint 2E within each block to form a main track section and a preliminary track section, which sections are desi nated by the reference characters Ml and EE together with, exponents corresponding to the letters designating the block. For example, block E is providedwith a main section ME and a preliminary section PE.

Each block is provided with a device which is adapted, when energized, to trans; mitenergy to a car or train. Each of these devices is designated by ythe reference character R with an exponent corresponding to the reference character of the block section for which the device is provided. Thesede- Original application divided and this application filed February 15, 1918. Serial vices are, as here shown, Contact rails which co-act with contact shoes carried by the these contact rails is located opposite the .preliminary section for the corresponding block. Y

f The contact rail RE is provided with an energizing circuit which is controlled by a stick relay CE and a'line relay DE, this circuit being from secondary a of the adjacent transformer TE, through wire Li, contact 5 of relay DE, wire 6, contact 7 of relay CE, wire 8, to rail RE. Whena train occupies the preliminary section PE, this circuit is completed through a contact shoe on the train, suitable controlling apparatus on the train, one or moreaxles on Athe train, thence through upper rail l and wire 9 to secondary a of transformer TE. Current `flowing in this circuit operates the train^-carried apparatus to give theproceed or high Vspeed signal aboard the train. lf the rail `is ydenergized, however, the elevation of the shoe-by the contact rail causes the train-carried apparatus to give the low speedlindication. Re`

lays CE and DE are controlled in a manner hereinafter explained. Each contact rail is controlled by thev adjacent relays C and l) in the same manner as rail EE. Y

` Each track section is provided with 'a track circuit comprising, asusuah the track rails of the section, a. source ofI current connected across the rails adjacent the exit end of the section, and a track relay `connected across the rails adjacent the entrance end of the section. F or example, the source of current for-.main section ME is a secondary of a transformer TE, and the track `relay for this section is designated BE. Similarly, the source of current for the preliminary section PE is a secondary c of transformer TE and the track relay for the same section is designated AE. The primary winding of each transformer TE, TE, etc., is suppliedV with alternating signaling current from a suitable source which is not shown in the drawing.

Line relay D for each block is controlledv by the track relays' for the main and the preliminary sections of the block next in ad- Vance. The circuit vfor relay DF for section E, for example, is from secondary Z of transn former TF, throughwire 10, contact 11 of will be open, that is, contact rail RF will be mally denergized, whenever a train occupies any part of block 1F.

Relay/.CE isa. stick relay, the pick-up circuit being from secondary CZ of transformer TF, through wire 18, contact 19 of relay BF,

.wires 2O and 21, relay CF, wires 16, X and 22 to secondary Z of transformer TF. Relay CF .Will be open, therefore, whenever Va train occupies ythe main track section MF, unless the stick circuit for this relay is closed. Y This stick circuit is from the secondary CZ of transformer TF, through wires 18 and 23, contact 24 of relay CF,wire 25, contact 13b of relay AF, wire 21, relay CF, wires 16, X and 22 to secondary CZ of transformer TF( 1t follows, then, that when a train enters preliminary Ysection PF and opens relay AE, the stick circuit forV relay CAF becomes closed provided the main track section MF is unoccupied, and that consequently relay CF remains closed until the rear end of the train passes out of preliminary section PF. Tn other words if-sec- 'tionMF is unoccupied when a tra-in enters section PF, stick relay CF will remain closed as long as any part of the train is in section PF. Hence," if more than one car of the train is equipped with a contact shoe and 'i controlling apparatus', and if contact rail RF is energized when the train enters preliminary section PF, the entrance of the forward part ofthe train into the main section ME will not denergize rail RE, and so all cars on the train will receive the proceed `indication at this rail.

Relays C and Dv for each block are con-V trolled inthe same manner as relays CE and DE for block E.

Referring now to Fig. 2, I have here shown a trainA comprising two cars V'and W, 'each of which is equipped with apparatus adapted to coperate with the trackway apparatus shown in Fig. 1. Each carcarries a contact'shoe U which is so located as to make electrical contact with` each contact rail R, and eaclishoe is arranged to be elevated by the contact rail so as to open a nor- `closed contact 35. Extending throughout the train are two battery wires 30 and 31, which are connected with a battery 32 Vcarried by one of the cars, and a third wire 33 the function of which will appear hereinafter.

Each car is provided -with two relays H and K. The two terminals of the winding and with an axle of the car by wires 43 and 44, so that this relay is energized momentarily each time that the'shoe passes over a contact rail R which is energized. vRelay K is normally energized by virtue of a cir-V cuit (see car YV), which passes'fr'om battery wire 30, through wirep34,'contact 35, wire 36, front point of contact 37, wire 38, winding of relay K, and wire 39 to battery wire 31. This circuit is opened at contact 35 each time that contact shoe U engages a contact rail R, but if thefrail R is energized so that relay H is energized, relay K is' held in the energized condition by virtue of a branch circuit which passes from battery wire 30, through wirer40, contact 41 of relay H, wire 42,wire 38, winding of relay K',jand wire 39 to battery wire 31. Furthermore, if

vrelay K is already deenergized when shoe U car W engages an energized contact rail R.

The consequent closure of contact 4130i? relay ,H `on car 1V, closes the pick-.up circuit for relay K on the same car, so that the latter relay becomes energized. Y TheY closure of contact 48 of relay H also closes a pick-up circuit vfor relay K on car V, this circuit being'from battery wire '30, through .wire 40iof car W, contact 48 of relay H, wire 45, Wire 33-to car V, `thence throughy wire'46, back point of contact 37 ofrelay K, Wire 38, winding of relay K, and wire 39 to battery wire 31. The front and the Vbackcoutacts of each relayK Aare so arranged that when the relay becomes energized, the back contact remains closed until after the front contact has become closed. 1t follows, therefore, that when relay K on ycar V becomes energized, throughlthe circuit just traced, this relay remains energized, because its stick circuit through contact v35 Vbecomes closed before the pickup circuit is opened at the back point of contact 37. 1 Y Each relay K is provided with a contact 47 which maybe utilized to control anysuit-` able trainl governing apparatus in such manner that when this contact vis closed the train is permitted to proceed at or below a given high speed, but that when this con tact is open, the speed of the trainis automatically reduced to at least a given low value unless the speed isalready at or below such given value. One form of train governing apparatus which may be controlled by the contact 47 is shown and described inV my parent application, Serial No. y270749, which is a renewal of Serial No. 13,853 of which the present application is a division.

It will be seen from the foregoing that When a lowspeed indication has been given aboard the train.

aboard the train and either car ot the train encounters an energized contact rail R, the proceed or high speed indication received on such car is at once transmitted to the other car, so that the train may resumetull speed at once.

Referring again to Fig. l, the operation of the trackway apparatus shown therein, is as follows:

Assuming that blocks E and F are unoccupied, as shown in the drawing, contact rail RE will be energized, because relays CE and DE are both energized. It now a train, moving in the direction indicated by the arrow, enters preliminary track Section PE. it will open track relay AE, thereby closing the stick circuit for relay CE, so that contact rail RE will remain energized as long as any part of `such train occupies the preliminary section PE. Contact rail RE being energized, the proceed indication willv be given aboard the train each time that a car of the train equipped with the train-controlling apparatus passes over this rail. As the train asses into main section ME, it opens relay E, but this has no etl'ect on stick relay CE until the entire train has passed out of preliminary section PE, whereupon relay CE opens, due to thefact that its stick relay becomes opened at contact 13E of relay AE.

As the train passes into preliminary section PE, it opens trackrelay AE, which in turn opens the circuit for line relay DE, so that contact rail RE continues to. be denergized, even .after the rear end of the train passes out oi. main section ME. The opening of track relay AE closes the stick circuit for relay CE, so thatcontact rail RE continues to be energized until the rear end ot the train leaves preliminary sectionfPE. As tbe train passes into main section ME, the opening ot track relay BE opens at contact 11 the circuit for line relay DE, so that this latter relay remains open, that is, contact rail RE remains denergized as' long as any part of the train occupies main section ME.

wWhen the rear end of the train passes out of main section l E, track relay BF closes, so that relay DE closes, whereupon Contact rail RE again becomes energized. y

l will now assume that block F is occupied at the time that the train enters' preliminary section PE. Relay DE is then open, so that rail RE is denergzed. As the rst car of the train which is equipped with controlling apparatus passes over this rail, the low speed indication will, of course, be given Relay BE being closed, however, relay CE is likewise closed and remains closed, even after the forward part of the train enters section ME. lf now, betore the entire train has passed over rail RE, the vehicle which has been in block F passes out thereof, relay DE will close.` so that rail RE will become energized. The next car equipped with controlling apparatus to pass over this rail will then receive the proceed signal indication, which indicationv will at once be transmitted to every car in the train, so that the train may at once resume full speed. it will be seen, therefore, that when section ME is unoccupied and block F is occupied, and a train enters section PE, relay CE virtually stores an indication of the condition ot section ME, so that should block F subsequently be vacated while the train is partly in section PE and partly in section ME, rail RE will become energizedto give the proceed indication aboard the train.

Although l have shown only one form ot apparatus embodying my invention, it is understood that various changes and mod-i# ications may be madetherein within the scope ot the appended claims without departing from the spirit and scope ot my invention.. I

y Having thus described my invention, what l claim is:

l. ln combination, a railway track divided into a plurality of successive blocks each comprising a main section and a preliminary section, atrack circuit for each section including a track relay, a linev relay for each block controlled by both track relays tor the block next in advance, a stick relay for each block having a pick-up circuit controlled by the track relay tor the main section of the block and a holding circuit controlled by a back contact of the track relay for the preliminary section of the block, a device for each `block for transmitting energy to a train"` and means for controlling each said device by the line relay and by the stick relay for the same block.

2. ln combination, a railway track divided into a plurality ot successive blocks each comprising a main section and a preliminary section, a track circuit for each section including a track relay, a line relay for each block controlled by both track relays for the block next in advance, a stick relay for each block, a pick-up circuit for each stick relay including a iront contact ot the track relay for the` main section ot the corresponding block, a holding circuit for each stick relay including a back contact of the track relay for the preliminary section of the corresponding block and a front contact of the stick relay itself, a device for each block for transmitting energy to a train, and means for energizing each said device only when both the stick relay and the line relay for the corresponding block are energized.

3. In combination, a railway track divided into a plurality of successive blocks; means for determining the condition of occupancy of each block; means for each block for storing an indication ot' said condition from the time a train enters the block 1 until the rear ot the train has passed a predetermined point in the block; means for each block for determiningl the condition of occupancy of the next block in advance, and

a device for each block located at or in the rear of said point tor transmitting signals to the train and controlled by said lastnentioned means and by said storing means.

4J. VIn combination, a railway track divided into a plurality of blocks each comprising a main section and a preliminary section, trackcircuits including track relays for the said sections, a device for each block for Vtransmitting energy to a train, means for controlling each said device by the track relaysfor the main section of the corresponding block and both sections of the lblock next in advance,'and means for each device controlled by the track relay for the preliminary section of the corresponding` block for removing suclidevice from control by thetrack relay for the main section of theV corresponding block while such preliminary section is occupied.

5. In combination, a railway track divided into a plurality of blocks each comprising a main section and a preliminary section, a device for each block for transmittingj energy to a train, train-controlled means-for each device for denergizing the device when themain section of the corresponding block or either section of the block next in advance is occupied, and means controlled by a train occupying a preliminary section for removing the corresponding device from control by the presence of a train in the main section of the same block.

6. In combination, a block of railway track comprising a main section and a preliminary section, a track circuit for said main section, a relay normallyv controlled by said track circuit, an impulse device located in said preliminary section and controlled .by said relay, and means controlled by the presence of a trainin said preliminary section or keeping said relay enersaid relay controlled by the track circuit Jfor the main section, an auxiliary circuit for said relay controlledby the track circuit for the preliminary section and by a front contact of-said relay,.and "an impulse device located in said preliminary section and controlled by said relay.

8. Inl combination, aV block 'of railway track, a stick relay, a'main circuit forV Said relay, means'controlled by a Vtrainin said block for opening saidmain circuit, a stick lcircuit for said relay, means controlled by a train entering said block for closing said stick circuit before opening said main circuit, and an impulse device located adjacent the entrance end of said blockand controlled by said relay, said stick circuit being held closed as long as a train is passing said impulse device.`

9. In combination, aV block of railway track, a trackway impulse device for said block, a stick relay for controlling said device, a normally closed main circuitand a normally open'stick circuit for said'relay, means controlled by artrain in said block for opening said main circuit, and means controlled by a train entering said block-for closing said stick'circuit before openings-aid main circuit and for keeping said stick 'circuit closed until thel train has passed said impulse device. Y

In'testimony whereof I affix ink presence of two witnesses.

LLOYD fV. LEWIS. liitnesses: Y Y

P. UTNE, Y C. C. BUCHANAN. .f f

my signature 

